CONTENTS
EXECUTIVE SUMMARY ...... 1
1.0 INTRODUCTION ...... 2 1.1 Previous Traffic Assessments ...... 2
2.0 SITE AND SURROUNDING ROAD NETWORK ...... 3 2.1 Location ...... 3 2.2 College Access ...... 3 2.3 Vehicle Access ...... 4 2.4 Traffic Volumes and Flows ...... 4 2.5 Road Hierarchy ...... 5 2.6 Road Network ...... 6 2.7 Road Speed Zones ...... 10 2.8 Pedestrian and Cycle Movements ...... 10 2.9 Public Transport ...... 10
3.0 FUTURE DEVELOPMENT ...... 12 3.1 College Enrolments Growth ...... 12 3.2 Traffic Generation ...... 12 3.3 Traffic Distribution ...... 13 3.4 Peak Hour Traffic Movements...... 15 3.5 Early Learning Centre ...... 17 3.6 2015 Traffic Queuing Stirling Road ...... 17 3.7 Access to School from Residences at 33 and 35 Shenton Road ...... 19 3.8 Uniform Shop...... 20
4.0 PARKING ...... 21 4.1 Existing Parking ...... 21 4.2 School (Formal) Parking...... 21 4.3 Informal Parking ...... 22 4.4 On-Street Parking ...... 22 4.5 Stirling Road ...... 24 4.5 Off-Street Parking ...... 24 4.7 Satellite Parking ...... 25 4.8 Development Parking ...... 25 4.9 Bus Parking ...... 26
5.0 ROAD SAFETY ...... 27
6.0 CONCLUSION AND RECOMMENDATIONS ...... 28
APPENDICES Appendix A Recommended Parking Management Plan Appendix B MRWA Road Hierarchy Appendix C School Zones Plan Appendix D Footpath Location Plan & Perth Bicycle Network Appendix E School Bus Network Appendix F Student Suburbs Appendix G ELC Parking Area Concept
EXECUTIVE SUMMARY
Scotch College recently completed construction of their Middle School which now caters for student through Years 6, 7, and 8. As part of the Middle School development approval process, the Town of Claremont requires preparation of a Traffic Management Plan for Scotch College to outline the traffic management changes that have occurred to the surrounding road network. These changes include:
• Construction of an underpass linking the Senior School to the Middle School and Junior School. This underpass has increased the safety of students crossing Shenton Road during the morning and afternoon traffic. The flow of traffic along Shenton Road has also benefited significantly from the addition of the underpass as traffic is now not held up when students crossed under guard control.
• Formalisation of Scotch College student pick-up and set-down areas. Scotch College has recently constructed formal parking areas at the following locations: • Claremont Crescent parking area. • Gooch Pavilion parking area. • Stirling Road parking area.
These locations represent the three formal areas that Scotch College encourage parents to utilise to pick-up and set-down students and each location has been selected to distribute the traffic evenly from the three major travel directions. This has removed traffic from Shenton Road and reduced congestion on the surrounding road network. Refer Appendix A for the Parking Management Plan.
• Removal of the Shenton Road pick-up and set-down area. This area has been converted to a bus only embayment for use by buses to pick-up and set-down students. Parents are no longer allowed to use this area for pick-up and set-down purposes which has reduced traffic congestion on Shenton Road.
• Increased parking supply. The College has increased the number of parking bays available within the College site which has helped to reduce the parking issues at some locations around the school.
• Public Transport initiative. The College constantly encourages the use of public transport by students and staff to travel to and from the school. Scotch College is uniquely positioned with an adjacent train station and excellent public bus services through to the school. Scotch College achieves approximately 45% of trips to and from the school via public transport and non-private vehicles modes.
• Closure of the school access near the intersection of Shenton Road and Wright Avenue has significantly reduced congestion at this roundabout during school peak hours.
The above changes have resulted in a reduction in traffic congestion on the roads surrounding Scotch College.
Our Ref: 14-03-034, R15Q.14 1
1.0 INTRODUCTION
Scotch College has engaged Porter Consulting Engineers to prepare a Traffic Management Plan of the current and proposed operations at Scotch College, including the completed upgrade of the Middle School.
The purpose of this report is to examine local impacts in relation to site access, circulation and parking as part of the requirements of a development application which was submitted to the Metro West Joint Development Assessment Panels and the Town of Claremont on 23 July 2011.
The report will consider the parking requirements and the overall traffic generation and management for the College development. The College generated traffic movements have been assessed on the basis of the current road network and the College’s anticipated future number of students.
Throughout this report, recommendations are made to improve traffic management. The College and the Town of Claremont are committed to minimising traffic generation, congestion and parking around the school and these recommendations are intended to serve as a basis for regular reviews.
1.1 Previous Traffic Assessments
The College has had a number of traffic studies undertaken prepared to assist in providing advice on traffic and transport matters relating to the Scotch College Middle School development application. The most recent reports are as follows:
• Shawmac 2012, Scotch College Middle School, Travel Management Plan, Revised Report; • Shawmac 2012, Scotch College Middle School, Road Safety Audit; • Shawmac 2012, Scotch College Middle School Redevelopment, Bicycle Management Plan; and • DVC 2011, Scotch Middle School, Scotch College, Swanbourne, Traffic and Transport Assessment Final Report.
Our Ref: 14-03-034, R15Q.14 2
2.0 SITE AND SURROUNDING ROAD NETWORK
2.1 Location
Scotch College is located in the locality of Swanbourne within the Town of Claremont and is bounded by Shenton Road to the north, Australind Street to the west, Claremont Crescent to the south and residential houses to the east. The remainder of the College is to the north of Shenton Road and bounded by Shenton Road to the south, Stirling Road to the east, Lake Claremont to the north and Claremont residents to the west. Figure 1 shows the location of the College site within the Swanbourne locality.
The College extends over the following approximate area: • 35,000m² for Senior School. • 10,000m² for Middle School. • 25,000m² for Junior School / Boarding. • 110,000m² for Sports Fields.
Figure 1 - Site Location (Google Maps)
2.2 College Access
Motorists use the following roads more frequently to access the College from their respective directions: • North via West Coast Highway, Devon Road, Fern Street and Mitford Street • East via Stirling Road, Claremont Crescent and Stirling Highway. • South via Curtin Avenue, Stirling Highway, Franklin Street and Australind Street. • West via Shenton Road and Claremont Crescent.
Our Ref: 14-03-034, R15Q.14 3
Junior School pick-up and set-down occurs predominately at the pick-up and set-down area constructed adjacent to Stirling Road. Pick-up and set-down also occurs along Wright Avenue and adjoining roads.
Middle School pick-up and set-down occurs at the same locations as the Junior School. The use of the set-down along Shenton Road is discouraged.
Senior School pick-up and set-down occurs mainly along Claremont Crescent and Australind Street. Dropping students off in Australind Street is discouraged.
2.3 Vehicle Access
Scotch College maintains the following access points:
• Australind Street 3 access points. • Claremont Crescent 3 access points. • Fern Street 1 access to the school sports fields. • Saunders Street 1 access to the Middle school. • Shenton Road 4 access points. • Stirling Road 2 access points.
2.4 Traffic Volumes and Flows
The Town of Claremont has provided recorded traffic flows on the local street network surrounding the College. A summary of the provided traffic volumes is shown in Figure 2 and Figure 3.
Figure 2 - AM Peak Hour Traffic Volumes (8:00 to 9:00)
Our Ref: 14-03-034, R15Q.14 4
Figure 3 - PM Peak School Peak Hour, 3:00 to 4:00 and (PM Peak Hour 5:00 to 6:00) in brackets.
2.5 Road Hierarchy
Structure planning for this area has established intended land use allocation of the primary road network. The road network is expected to accommodate traffic from residential and commercial urban development, education establishments and recreational area activities.
Roads surrounding the College are expected to be to a standard commensurate with all anticipated uses. Western Australian Planning Commission and Department for Planning and Infrastructure publication, Liveable Neighbourhoods categorises roads adjacent to the College as shown in Table 1.
Table 1 – Liveable Neighborhoods Road Hierarchy of Adjacent Roads Speed Capacity Road Classification Geometry Limit (Veh/day) Stirling Highway, Wide undivided two way Primary Distributor 60 35,000 West Coast Drive dual carriageway Shenton Road, Neighborhood Wide undivided two way 50 7,000 Stirling Road Connector dual carriageway Access Road <3,000 Undivided two way single Claremont Crescent, - no street parking unsigned <1,000 carriageway Australind Street - with street parking
MRWA categories for the hierarchy of the roads adjacent to the College are shown in Table 2. MRWA Road Hierarchy mapping is located within Appendix B.
Our Ref: 14-03-034, R15Q.14 5
Table 2 - MRWA Road Hierarchy of Adjacent Roads Recorded Desirable Road Category Street Volume ADT Maximum Volume (veh/day) ADT (veh/day) District Distributor A Stirling Road ~8,800 7,000 – 15,000 District Distributor B Claremont Crescent 6,666 7,000 – 15,000 Local Distributor Shenton Road 7,418 3,000 – 7,000 Devon Road n/a 3,000 – 7,000 Australind Street 716 1,000 - 3,000 Access Streets Central Avenue 711 1,000 - 3,000 Wright Avenue n/a 1,000 - 3,000 ~ Approximate
Table 2 indicates that Shenton Road recorded traffic volumes exceed the desirable volumes of traffic as recommended by MRWA and Department of Planning, Liveable Neighbourhoods. This report provides options to assist in the reduction of Staff and Student traffic on Shenton Road.
2.6 Road Network
Table 3 details key aspects of the roads surrounding Scotch College.
Table 3 - Adjacent Road Form Road Carriageway Road Width Road Speed Governing Authority Claremont Crescent Single 7m 50 Km/h (40km/h Town of ‘School Zone’) Claremont Shenton Road Single 8m 50 Km/h (40km/h Town of ‘School Zone’) Claremont Australind Street Single 7m 50 Km/h Town of Claremont Stirling Road Single 6m 50 Km/h Town of Claremont Saunders Street Single 5.3m (west of Wright Ave) 50 Km/h Town of 5.5m (east of Wright Ave) Claremont Bellevue Terrace Single 5.5m (west of Wright Ave) 50 Km/h Town of 4.9m (east of Wright Ave) Claremont Garden Street Single 5.3m 50 Km/h Town of Claremont Wright Avenue Single 5.1m (south of Saunders St) 50 Km/h Town of Claremont
Shenton Road • bisects Scotch College Senior School between the Middle and Junior Schools. • is a single lane carriageway in both directions. • is 8m wide, sealed, with 4m wide lanes. • has semi mountable kerbing. • adjacent to the College is a ‘School Zone’ where local traffic is slowed from 50km/hr to 40km/hr during school hours of 7:30 – 9:00am and 2:30 – 4:00pm.
Our Ref: 14-03-034, R15Q.14 6
• has a 1.6m footpath on the south side of Shenton Road and a 1.8m footpath on the north side. • traffic volumes in the AM peak are around 700-800 vehicles/hr with daily volumes around 7,500 vehicles/day.
Along the east side of the Senior School and the west side of the Middle School is an underpass that runs under Shenton Road and connects the south portion of Scotch College to the north.
The previous student pick-up and set-down embayment off Shenton Road has been modified for bus use only in front of the Middle School. This change to allow only buses has resulted in parents using alternate areas around the school to pick-up and set-down their children. Scotch College has reported that traffic congestion along Shenton Road has significantly improved due to this modification.
Figure 4 - Shenton Road Facing East (2014)
Stirling Road • is connected to Stirling Highway to the south and the Junior and Middle School access road to the north. • is a single lane carriageway in both directions. • is 6m wide, sealed, with semi mountable kerbing on both sides. • has a 2m wide footpath on the west side with a 1.2m wide footpath on the east side of the road. • traffic volumes are approximately 800-900 vehicles/hr and approximately 8,800 vehicles/day, between Claremont Crescent and Shenton Road.
Stirling Road receives a significant amount of traffic related to the College with pick-up and set- down of children occurring at the parking area at the north end of the road. After recommendation from Scotch College, the Town of Claremont has banned parking along the road and verge for the length of Stirling Road, north of Shenton Road.
Our Ref: 14-03-034, R15Q.14 7
Figure 5 - Stirling Road Facing North (2014 prior to verge parking ban)
Claremont Crescent • is located to the south of the Senior School. • is a single lane carriageway in both directions. • is 7m wide with 3.5 m lanes in the east/west direction. • is sealed with mountable kerbing on both sides. • has a 1.6m wide footpath north of the road and a 3m wide Dual Use Path (DUP) to the south. • a pedestrian crossing and ‘School Zone’ is adjacent to the Senior School. • traffic volumes are approximately 600-700 vehicles/hr in the AM peak hour with 6,500 vehicles/day.
Claremont Crescent has multiple access locations to the College and school parking, with many parents using this road to drop their children off for school in the morning and collect in the afternoon via the formal pick-up and set-down area. During visual inspections, it was noted that traffic travelling eastbound in the AM peak hour banked up over 300m from the intersection of Claremont Crescent and Stirling Road. This queuing of traffic extends all the way to the boundary of the Scotch College.
Figure 6 - Claremont Crescent Facing East
Our Ref: 14-03-034, R15Q.14 8
Australind Street • runs between Claremont Crescent and Shenton Road in a north/south direction. • is a 7m wide single lane carriageway in both directions. • is sealed with barrier kerbing on both sides. • has a 1.6m wide footpath on the west side and permitted on-street parking on the east side. • vehicle volumes are approximately 100-200 vehicles/hr in the AM peak and approximately 700-800 vehicles/day. • a designated ‘School Zone’ exists for the length of Australind Street.
The visitor parking area to the College off Australind Street is not a formal pick-up and set-down area for parents and its use is discouraged by the school to be used for this purpose.
Figure 7 - Australind Street Facing South
Bellevue Terrace • connected to Central Avenue and Wright Avenue. • is a 5.5m wide (west of Wright Ave) and 4.9m (east of Wright Ave) wide unmarked road. • is sealed with kerbing on both sides. • currently a ‘No Through Road’ at the eastern end.
There is currently no access to the Scotch College site from Bellevue Terrace and the school actively discourages any pick-up and set-down activities along this road. PCE were asked to investigate the potential impact if Bellevue Terrace was extended through to the existing school parking located adjacent. This link could be created based on the following conditions:
• Bellevue Terrace is constructed to a minimum width of 5.5 preferably 6m. • parking along Bellevue Terrace is banned between school times. • the parking area adjacent to Bellevue Terrace is isolated to ban any parents entering other parts of the school or creating a through road. • the parking area within the school is modified to create a pick-up and set-down area. This could be achieved through minor modifications to the existing parking area.
Bellevue Terrace could be used as an alternate pick-up and set-down area for parents if the road is widened and a suitable turn around area is provided at the end of the road.
Our Ref: 14-03-034, R15Q.14 9
2.7 Road Speed Zones
The streets abutting and in the area surrounding the College are subject to the default Urban Speed Limit of 50km/hr. On school days, during morning and afternoon peak school times of 7:30 - 9.00am and 2:30 - 4.00pm, the 40km/hr School Zone Reduced Speed Limit takes effect.
School zones exist along Claremont Crescent, Australind Street and Shenton Road. The School Zones Plan is located within Appendix C.
2.8 Pedestrian and Cycle Movements
Footpaths are generally on both sides of the road with the majority of paths constructed with concrete. Scotch College recently spent $2.4 million to construct an underpass that runs under Shenton Road and connects the southern portion of Scotch College to the north. The pedestrian network is shown within Appendix D.
There is a Dual Use Path (DUP) that runs adjacent to the Fremantle Railway line. This DUP is part of the greater Perth Bicycle Network (PBN). The PBN map for the Town of Claremont area is attached at Appendix D.
A dedicated Bicycle Plan was prepared by Shawmac in 2012, Scotch College, Middle School Redevelopment, Bicycle Management Plan. This report has been included within Appendix D.
2.9 Public Transport
Scotch College is located within 200m of the Swanbourne Train Station and 500m from the Claremont Train Station.
Transperth bus route number 27 operates from Claremont Train Station, travelling along Shenton Road, past Scotch College and north along West Coast Highway. Route 27 travels into Perth CBD, loops around East Perth and returns to Claremont Train Station.
Transperth bus route number 102 operates from Perth Esplanade Bus Port travelling along Shenton Road, through Swanbourne to Cottesloe Train Station and then returns to the Bus Port.
Figure 8 shows the Public Transport Authority public bus routes surrounding Scotch College.
Our Ref: 14-03-034, R15Q.14 10
Figure 8 - Public Transport Authority public bus routes (2014)
Transperth provides school buses within the metropolitan area to allow students to travel to and from school. The Transperth School Bus routes are shown within Appendix E.
A comparison of the location of the suburbs of each Student homes with the current School Bus Network has been undertaken for the 2014 school year and highlights two key items:
• The density of the school bus network is limited in several areas and offers only light coverage to the majority of suburbs occupied by Scotch College students.
• Scotch College students living south of the river do not receive any service. There provides is an opportunity for the School to organise a bus service to operate from south of the river for Fremantle and its surrounding suburbs, as 10% of the Students that attend Scotch College live in this area.
A list of suburbs where students reside for the 2014 school enrolments is shown in Appendix F.
Scotch College has played an active role in the preparation of any plan to address traffic and parking congestion in streets surrounding schools in the locality resulting from initiatives being promoted by the Western Suburbs School Traffic Committee or the Town of Claremont. This includes assisting with any survey of parents required to implement a plan, assisting in the development of plans and once endorsed, actively implementing the plans for a common CAT Service or any other measure identified and adopted by the various councils of the Committee (or the Town of Claremont’s Council) as a solution to reduce traffic congestion relating to schools in the locality.
Additionally, Scotch College has liaised with both Methodist Ladies College and Christ Church Grammar School with a view to identify opportunities to participate in a joint bus service to outer regions in an effort to reduce private traffic to the College associated with parent delivery and collection of students.
Our Ref: 14-03-034, R15Q.14 11
3.0 FUTURE DEVELOPMENT
3.1 College Enrolments Growth
Scotch College has completed construction of their new Middle School which has affected the population of students and teachers. School population projections between 2015 and 2020 are provided in Table 4. The student population of Scotch College is expected to increase by approximately 8% between 2015 and 2020.
Table 4 – Student Population Year Non-Boarder Students Total Students Staff 2015 1510 1660 183 2016 1531 1687 183 2017 1623 1785 187 2018 1623 1785 187 2019 1623 1785 190 2020 1623 1785 190
3.2 Traffic Generation
Scotch College has surveyed its students in order to determine the percentage of modal split between students attending College via car, bicycle, walking or public transport. Results from the survey are summarised in Table 5.
Table 5 - Modal Split Mode \ Students % Split to College % Split from College Bicycle 1.94% 1.94% Bus 8.64% 12.92% Car - Driver 1.21% 1.21% Car - Passenger 54.40% 47.66% Scooter 0.24% 0.08% Train 14.77% 16.48% Walk 18.81% 19.71%
The peak commuting traffic periods on the abutting road network have been identified as between 8:00 - 9:00am and 5:00 - 6:00pm. College start and finish times are as listed in Table 6.
Table 6 - Scotch College Operation Times School Start Time Finish Time Junior School 8:30am 3:15pm Middle School 8:30am 3:25pm Senior School 8:35am 3:25pm Early Learning Centre 8:35am 3:00pm
Our Ref: 14-03-034, R15Q.14 12
The following assumptions are made:
• students arrive within the AM peak hour between 8:00 - 9:00am and depart College during the PM school peak hour between 3:00 - 4:00pm.
• parents of students arrive and depart within the peak hour. (It is believed this is a conservative assumption as it does not take into account any reduction from student sporting activities arrival and departure trips before and after normal school hours).
Traffic generation for Scotch College has been estimated for 2014 traffic, 2015 traffic and Ultimate Development. Traffic generation was calculated by multiplying student population projects by modal split. Results are shown in Table 7.
Table 7 - Scotch College Peak Hour Vehicle Movements Students Staff Movements Arrival Departure Total Trips AM PM AM PM AM PM 2014 –Traffic 270 270 830 727 830 727
2015 – Traffic 273 273 903 791 903 791 2018 – Ultimate 273 273 963 844 963 844 Development
Table 8 shows the amount of additional traffic estimated to be generated due to the completion of the Middle School and the potential ultimate development, including staff movements.
Table 8 - Scotch College Additional Development Peak Hour Vehicle Movements Additional Traffic 2015 PM Middle School Ultimate Development AM – Arrival 90 157 AM - Departure 64 117 PM – Arrival 64 117 PM - Departure 90 157
3.3 Traffic Distribution
Scotch College has provided a list of suburbs where students travel to and from school. This information has been used to estimate the distribution of traffic for both arrivals and departures, refer Figure 9 & Figure 10. It is assumed that vehicles arriving to the College will use the same path to depart.
Our Ref: 14-03-034, R15Q.14 13
Figure 9 - AM Peak hour % Traffic Distribution – Arrival
Figure 10 - PM Peak hour % Traffic Distribution – Departure
Our Ref: 14-03-034, R15Q.14 14
3.4 Peak Hour Traffic Movements
Concerns have been expressed with regard to the operation of the roundabout at the intersection of Stirling Road and Shenton Road. Vehicle turning counts were conducted at this intersection on 17 September 2015 to be used in traffic modelling of the intersection.
The Stirling Road roundabout has been modelled using the software package SIDRA 5.1. This computer modelling package is capable of determining the key intersection performance indicators such as:
• Degree of Saturation (DOS); is the ratio of the arriving traffic to the theoretical capacity of the intersection of movement approach. DOS ranges from zero to one where one represents an intersection at full capacity. • Level of Service (LOS); represents a quantitative ranking of the traffic operational conditions experienced by users of a facility under specified conditions. LOS rank from A to F where A represents the best operational experience and F represents the worst. • Average Delay; is the average of all vehicle delays for each movement or the entire intersection. • 95% Queue; is 95% of the average of maximum queue lengths experienced at an intersection for a particular movement.
SIDRA Analysis for this intersection is shown below in Table 9. The results show that the intersection should perform adequately with the current volumes of traffic entering the roundabout. Analysis of the intersection shows a maximum average delay of 15.4 seconds on the northern approach with a LOS of B.
Table 9 - SIDRA Results - Shenton / Stirling – 2015 Existing Traffic Counts Movement Performance - Vehicles Mov ID Turn Demand HV Deg. Satn Average Level of 95% Back of Queue Prop. Effective Average Flow Delay Service Vehicles Distance Queued Stop Rate Speed veh/h % v/c sec veh m per veh km/h South: Stirling Road South 1 L 102 0.0 0.328 8.7 LOS A 2.1 14.8 0.48 0.64 47.5 2 T 96 0.0 0.328 7.9 LOS A 2.1 14.8 0.48 0.59 47.6 3 R 163 0.0 0.328 12.2 LOS B 2.1 14.8 0.48 0.74 45.3 Approach 361 0.0 0.328 10.1 LOS B 2.1 14.8 0.48 0.67 46.5 East: Shenton Road East 4 L 197 0.0 0.384 10.2 LOS B 2.5 17.7 0.66 0.76 46.7 5 T 87 0.0 0.384 9.4 LOS A 2.5 17.7 0.66 0.73 46.6 6 R 64 0.0 0.384 13.7 LOS B 2.5 17.7 0.66 0.83 44.3 Approach 348 0.0 0.384 10.7 LOS B 2.5 17.7 0.66 0.77 46.2 North: Stirling Road North 7 L 54 0.0 0.277 11.9 LOS B 1.8 12.4 0.77 0.84 45.2 8 T 80 0.0 0.277 11.1 LOS B 1.8 12.4 0.77 0.81 45.4 9 R 61 0.0 0.277 15.4 LOS B 1.8 12.4 0.77 0.88 42.9 Approach 195 0.0 0.277 12.7 LOS B 1.8 12.4 0.77 0.84 44.5 West: Shenton Road West 10 L 95 0.0 0.588 10.7 LOS B 5.2 36.4 0.72 0.78 46.3 11 T 233 0.0 0.588 9.9 LOS A 5.2 36.4 0.72 0.75 46.2 12 R 268 0.0 0.588 14.2 LOS B 5.2 36.4 0.72 0.83 43.8 Approach 596 0.0 0.588 12.0 LOS B 5.2 36.4 0.72 0.79 45.1 All Vehicles 1500 0.0 0.588 11.3 LOS B 5.2 36.4 0.65 0.76 45.6
Our Ref: 14-03-034, R15Q.14 15
PCE have analysed the intersection of Shenton Road and Stirling Road incorporating the estimated future traffic generated by the projected student enrolments. Results of the SIDRA analysis for the Ultimate Development are shown in Table 10. Results show that the intersection would operate under a LOS of C and the Critical movement experiences a queue length of 91.3m and an average delay of up 26.0 seconds.
Table 10 - SIDRA Results - Shenton / Stirling – Ultimate Development Traffic Movement Performance - Vehicles Mov ID Turn Demand HV Deg. Satn Average Level of 95% Back of Queue Prop. Effective Average Flow Delay Service Vehicles Distance Queued Stop Rate Speed veh/h % v/c sec veh m per veh km/h South: Stirling Road South 1 L 88 0.0 0.580 10.2 LOS B 5.0 34.8 0.69 0.74 46.5 2 T 181 0.0 0.580 9.4 LOS A 5.0 34.8 0.69 0.71 46.2 3 R 335 0.0 0.580 13.7 LOS B 5.0 34.8 0.69 0.80 44.2 Approach 604 0.0 0.580 11.9 LOS B 5.0 34.8 0.69 0.77 45.1 East: Shenton Road East 4 L 106 0.0 0.310 10.0 LOS A 2.0 13.9 0.64 0.75 46.9 5 T 105 0.0 0.310 9.2 LOS A 2.0 13.9 0.64 0.71 46.7 6 R 66 0.0 0.310 13.5 LOS B 2.0 13.9 0.64 0.82 44.5 Approach 278 0.0 0.310 10.5 LOS B 2.0 13.9 0.64 0.75 46.2 North: Stirling Road North 7 L 133 0.0 0.660 20.7 LOS C 7.0 49.1 0.99 1.16 38.2 8 T 131 0.0 0.660 20.0 LOS B 7.0 49.1 0.99 1.16 38.2 9 R 124 0.0 0.660 24.3 LOS C 7.0 49.1 0.99 1.16 36.7 Approach 387 0.0 0.660 21.6 LOS C 7.0 49.1 0.99 1.16 37.7 West: Shenton Road West 10 L 144 0.0 0.822 22.5 LOS C 13.0 91.3 1.00 1.26 37.2 11 T 327 0.0 0.822 21.7 LOS C 13.0 91.3 1.00 1.26 37.2 12 R 149 0.0 0.822 26.0 LOS C 13.0 91.3 1.00 1.26 35.9 Approach 621 0.0 0.822 22.9 LOS C 13.0 91.3 1.00 1.26 36.9 All Vehicles 1891 0.0 0.822 17.3 LOS B 13.0 91.3 0.85 1.00 40.6
PCE has investigated the consequences should the Town of Claremont ban the right turn movement from Claremont Crescent, south onto Stirling Road. Traffic can be expected to divert via the local streets of Australind Street, Saladin Street and Franklin Street onto Shenton Road. The most affected road will likely be Shenton Road. PCE has modelled performance of the intersection of Stirling Road with Shenton Road should this right turn movement be banned.
It is assumed that traffic turning right from Claremont Crescent would instead then turn right at the intersection of Shenton Road and Stirling Road. The performance of the intersection with additional traffic turning right south into Stirling Road and additional traffic generated by the future development of Scotch College is modelled using SIDRA. Results of this assessment are shown in Table 11 and indicate that the west section of the intersection will operate at a LOS F and the north bound traffic leg would operate at a LOS D. Additionally, the critical movements (western section) could experience queues of around 447m and average delay up to 109.8 seconds.
Our Ref: 14-03-034, R15Q.14 16
Table 11 - SIDRA Results - Shenton / Stirling - Future Development + Claremont Cr Band Right Turn Movement Performance - Vehicles Mov ID Turn Demand HV Deg. Satn Average Level of 95% Back of Queue Prop. Effective Average Flow Delay Service Vehicles Distance Queued Stop Rate Speed veh/h % v/c sec veh m per veh km/h South: Stirling Road South 1 L 88 0.0 0.581 10.2 LOS B 5.0 35.1 0.70 0.74 46.5 2 T 181 0.0 0.581 9.4 LOS A 5.0 35.1 0.70 0.71 46.2 3 R 335 0.0 0.581 13.7 LOS B 5.0 35.1 0.70 0.80 44.2 Approach 604 0.0 0.581 11.9 LOS B 5.0 35.1 0.70 0.77 45.1 East: Shenton Road East 4 L 106 0.0 0.363 11.4 LOS B 2.4 16.9 0.76 0.83 45.7 5 T 105 0.0 0.363 10.6 LOS B 2.4 16.9 0.76 0.81 45.9 6 R 66 0.0 0.363 14.9 LOS B 2.4 16.9 0.76 0.88 43.3 Approach 278 0.0 0.363 12.0 LOS B 2.4 16.9 0.76 0.83 45.2 North: Stirling Road North 7 L 133 0.0 0.825 39.1 LOS D 12.2 85.2 1.00 1.40 28.8 8 T 131 0.0 0.825 38.3 LOS D 12.2 85.2 1.00 1.40 28.9 9 R 124 0.0 0.825 42.6 LOS D 12.2 85.2 1.00 1.40 28.2 Approach 387 0.0 0.825 39.9 LOS D 12.2 85.2 1.00 1.40 28.7 West: Shenton Road West 10 L 144 0.0 1.076 106.2 LOS F 63.9 447.3 1.00 2.98 15.2 11 T 327 0.0 1.076 105.5 LOS F 63.9 447.3 1.00 2.98 15.3 12 R 347 0.0 1.076 109.8 LOS F 63.9 447.3 1.00 2.98 15.3 Approach 819 0.0 1.076 107.4 LOS F 63.9 447.3 1.00 2.98 15.3 All Vehicles 2088 0.0 1.076 54.6 LOS D 63.9 447.3 0.88 1.76 24.1
3.5 Early Learning Centre
Scotch College intends to construct an Early Learning Centre (ELC) at the location of the existing uniform shop. It is proposed to modify the existing building to include two learning areas. Each area is designed to have a separate play space that will be constructed from the existing garden and storage areas and will include a new parking area that will allow parents to safely deliver their child to the door of the facility.
This parking area should have access exiting onto Stirling Road to reduce congestion and assist with efficiency of the parking area.
A concept plan of the proposed ELC building and amendments to the parking in this area has been prepared by Taylor Robinson planners and is shown in Appendix G.
3.6 2015 Traffic Queuing on Stirling Road
Video surveys of the intersection of Stirling Road and Shenton Road roundabout were conducted and showed significant queuing of traffic from the College through the roundabout in the afternoon between 3:15 and 3:25pm. This queuing resulted in delaying traffic at this intersection, especially traffic unrelated to the College. PCE has reviewed the video surveys and conducted inspections to understand the conflict.
Key aspects of this conflict were identified as follows: • The identified conflict lasted 15 mins. (Roundabout congested for 10min) • Parents that could not find parking would queue within Kott Terrace (within College Grounds) and Stirling Road. This queue length would average approximately 7m per vehicle. • In the past 26 parents could likely have queue along Kott Terrace before the queue
Our Ref: 14-03-034, R15Q.14 17
extended onto Stirling Road. • Each parking bay would likely be used 2 to 3 time within the 15min. A turnover rate of 2 times has been used in analysis to be conservative. • High turnover parking bays are on average used 5 to 6 times within 15mins. A turnover rate of 5 times has been used to be conservative.
PCE have completed an assessment of the likely cause of queuing through the intersection of Stirling Road and Shenton Road. A comparison of available parking and queue lengths was conducted for three periods:
• Prior to the 2014 school year. This period included parking along Kott Terrace through the School and allow up to 31 parents to queue their vehicle waiting for a car park to become available. • Prior to the construction of the ELC development. This period included the closure of Kott terrace (28th July 2014) and formalisation of the High Turn-Over parking area with the construction of asphalt car parking bays. • Ultimate development, Modifications to the parking area are shown within Appendix G.
Table 12 – Stirling Road Equivalent Parking/Queued Storage for peak 15min Prior to 2014 School Prior to ELC Ultimate Year Construction Development
over over over 15 min Peak Queued Time - - - Rate Rate Rate Parking Parking Parking Parking Parking Parking Provided Turn Turn Turn Equivalent Equivalent Equivalent
Kott Terrace Parking Bays (East of Stirling) 5 2 10 5 2 10 5 2 10 Dining – Front 12 2 24 12 2 24 18 2 36 Dining – Side 9 2 18 9 2 18 9 2 18 Uniform Shop 4 2 8 4 2 8 Stirling Park Parking 7 2 14 7 2 14 7 2 14 Stirling Road Parking area 14 2 28 14 2 28 14 2 28 Stirling Road Parking area (staff only) 12 1 12 Stirling Road Pick-up Set-down 4 5 20 4 5 20 6 5 30 Stirling Road verge parking 9 2 18 ELC Parking (between 3:15 and 3:30) 31 1¹ 31¹ Kott Terrace queued parking internal to school (200m) 31 1 31 0 1 0 31 1 31 Stirling Road queued parking area from School Access to first bay (30) 4 1 4 TOTAL 153 108 210 ¹ ELC parking turnover rate has been reduced as ELC parking it is not expected to contribute to the Stirling Road conflict due to the different operation times. ELC operations end at 3:00. Junior School ends 3:15. Middle/Senior School ends 3:25. Reciprocal parking will occur when families have both ELC students and Junior to Senior School Students.
A summary of the analysed results are shown within Table 12. The results show that there was likely a -30% reduction in the number of parents that could park or queue within the School ground between the period Prior to 2014 School Year operations and the period Prior to ELC Construction operations. Extending this same analysis to include the future Ultimate Development period, parking proposed to be provided is likely to result in a +63% increase from
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the period Prior to ELC Construction or +15% increase in the number of parents that could park/queue on school ground from the period Prior to 2014 School Year.
Considering that there was no conflict with the intersection of Shenton Road and Stirling Road prior to the 2014 school year, it is likely that there will be no problem once the parking modifications are made for the Ultimate Development.
Parent behaviour can significantly affect the turnover rate of a parking area and is described further in this report. Good parking design can promote higher parking turnover rates and reduce queuing lengths. Poor parking design can cause long queues and undesirable motorist behaviour. Motorist behaviour is described further in this report.
PCE recommend that only an exit is provided out of the ELC parking area. PCE do not recommend that access be granted directly into the ELC parking area should this development occur. Poor motorist behaviour would be promoted should the ELC parking area be given access directly from Stirling Road into the ELC parking area. This behaviour would likely contribute to traffic congestion on Stirling Road and affect the intersection of Stirling Road and Shenton Road.
Motorist Behaviour
Motorist behaviour is the most critical aspect surrounding control of the traffic congestion around the College, especially along Stirling Road. Understanding parent behaviour and design of parking areas to accommodate this can significantly improve parking turnover rates and reduce conflict / congestion issues. Motorist behaviour is predominately affected by the following:
• First available parking bay. Generally parents will park in the first available parking bay. This is due to the parent being unsure if they will be able to get another parking bay further into the school. The risk of a parent not getting a bay closer to the school outweighs the convenience and surety of taking the closest bay available. This results in higher turnover in parking at the entrance to a school and delays that cause queuing back onto the street. The only way to discourage this behaviour is if the parent is able to see available parking closer to the school. This can be achieved by designing the flow of traffic so that parents drive past available parking before entering the school. This will encourage traffic to filter into the school and past vacant parking bays to get to a more desired parking area closer to the school.
• Closest parking bay. Parents are more likely to park in a bay that is closest to the school and their child ahead of other parking. This behaviour may result in parents parking in areas that are informal over formal bays and even parking at locations where parking is not permitted just because it is closest and more convenient. The only way to discourage this behaviour is to have no parking areas as far away from the access as possible or to have no parking areas as inconvenient as possible. An example of this would be the ELC parking only areas. It will be difficult to discourage parents parking at the ELC parking area as these bays are more convenience and closer to the school. The only way to discourage parent unwanted behaviour is to design the ELC parking area as far away from the main access as practical.
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3.7 Access to School from Residences at 33 & 35 Shenton Road
The Town of Claremont has requested that PCE investigate the possibility of accessing Scotch College from the residences of 33 & 35 Shenton Road. PCE has investigated this access option and has identified the following issues: • Vehicles wishing to turn right into the access would have to wait for a gap between oncoming traffic along Shenton Road. These vehicles would likely cause unacceptable congestion and delays along Shenton Road which would be exacerbated once the North East Precinct development is completed. • Parent behaviour is likely to involve stopping within the access / laneway to drop off their child which may cause banking up of traffic onto Shenton Road. • Widening of the laneway would be required to a minimum of 6m to allow two vehicles to pass one another in case one vehicle stops. • Left turning vehicles would cause delays to vehicles traveling along Shenton Road and promote undesirable movements such as overtaking which could be unsafe. • The close proximity of the adjacent bus stop may affect the access and promote congestion along Shenton Road.
3.8 Uniform Shop
Scotch College has relocated the Uniform Shop to Royce House for a period of up to 18 months. 6 bays out of the 19 bays provided in areas T and U are allocated to the uniform shop. The relocation of the Uniform Shop from Royce House to its final location will require an investigation into the likely traffic impact before any approval from the Town of Claremont is granted. Moving the Uniform Shop from Stirling Road will contribute to improve the traffic congestion on Stirling Road.
Our Ref: 14-03-034, R15Q.14 20
4.0 PARKING
4.1 Existing Parking
Prior to the Middle School development, Scotch College provided approximately 188 formal parking areas within the College grounds and additional parking for over 99 vehicles within informal parking areas. Surrounding the College and within the College catchment area there is supply of parking of over 800 bays.
4.2 School (Formal) Parking
Parking numbers for each formal parking area are shown in Table 13. The location of each parking area is shown in Appendix A.
Table 13 - Scotch College Formal Parking Areas Parent Visitors AREA Formal Site Parking /Staff only Disabled Total Campbell House A 10 10 Collegians House B 28 2 1 31 Kennedy Car Park C 32 1 33 Claremont Crescent D 28 28 Science D & T E 20 1 21 SS Canteen F 14 14 Medical Centre G 2 2 Middle School (Saunders, Staff Only) H 11 1 12 10, 11 and 12 Boarding I 17 17 Facilities (unmarked staff only) K 21 21 Gooch Parking L 45 45 Junior School M 21 21 Dining (front) P 18 18 Dining (side) R 9 9 Stirling Road Pick-up/Set-down Q 32 32 Early Learning Centre (to be constructed) S 31 31 39 Shenton Road Residence T 2 2 7, 8 and 9 Boarding U 17 17 Total 364
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4.3 Informal Parking
The College oval off Stirling Road to the north of the Junior and Middle School access road is used as overflow parking before and after school hours. This is an informal parking area where Scotch College allows parents to park on an outer portion of the grassed playing fields. This parking caters for over 50 vehicles but is only available during the summer months and is closed at other times in order to maintain the safety and integrity of the playing surfaces and avoid injury to students. Access to this area would be only via the barrier to the north of the existing Stirling Road pick-up and set-down area.
4.4 On-Street Parking
On-Street parking is provided on adjacent streets throughout Swanbourne and Claremont. According to the Western Australian Planning Commission and Department for Planning and Infrastructure publication Liveable Neighbourhoods, 2009, 5.5m is the minimum road pavement width permitting on-street parking. As stated within Liveable Neighbourhoods, a 5.5m pavement allows a car to pass a parked car or a moving car and allows a moving car to pass a truck. This conforms to the WA Road Traffic Code 2000, Regulation 176 requirement for a minimum of 3.0m clear carriageway between a parked car and the kerb.
Table 14 identifies the pavement width for roads adjacent to Scotch College and identifies where each road meets the minimum requirement of 5.5m and where it does not. Recommendations are made within the table to both the parking allowance and road pavement width.
Table 14 - Scotch College Adjacent Parking Recommendations Meets Road minimum Road Width 5.5m Recommendations Claremont Crescent 7m Yes No On-Street Parking should be permitted. Traffic Volumes don’t allow for parking Shenton Road 8m Yes No On-Street Parking should be permitted. Traffic Volumes don’t allow for parking Australind Street 7m Yes On-Street Parking should be permitted on one side only. Stirling Road 6m Yes No On-Street Parking should be permitted. Traffic Volumes don’t allow for parking Saunders Street - West 5.3m No No On-Street Parking can be permitted. of Wright Ave Road widening by the Local Government is recommended to allow parking on one side. Saunders Street - East of 5.5m Yes On-Street Parking should be permitted Wright Ave Bellevue Terrace - West 5.5m Yes On-Street Parking should be permitted of Wright Ave Bellevue Terrace - East 4.9m No No On-Street Parking should be permitted. of Wright Ave Road widening by the Local Government is recommended to allow parking on one side.
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Meets Road minimum Road Width 5.5m Recommendations Garden Street 5.3m No No On-Street Parking should be permitted. Road widening by the Local Government is recommended to allow parking on one side. Wright Avenue - South 5.1m No On-Street Parking should be permitted. of Saunders St, east side Wright Avenue - South 5.1m No On-Street Parking should be permitted. of Saunders St, west side Wright Avenue - North 5.4m No No On-Street Parking should be permitted. of Saunders Road widening by the Local Government is recommended to allow parking on one side. Fern Street 5.5m Yes On-Street Parking should be permitted
Available On-street parking has been determined and listed within Table 15 below.
Table 15 – Available On-Street Parking Road Name Available Parking No. Claremont Crescent - Shenton Road - Australind Street 15 Stirling Road 19 Saunders Street 0 Bellevue Terrace 20 Garden Street 10 Wright Avenue 13 Fern Street 30 Saladin Street 38 Shenton Place 15 The Cedus 11 Kott Terrace 5 Total 176
Australind Street parking
Currently parallel parking is allowed along Australind Street. It is considered a high risk movement to exit the Scotch College parking area onto Australind Street due to severe sightline restriction from on-street parking which causes difficulty for drivers seeing oncoming vehicles heading southbound. Therefore, it is recommended to allow on-street parking only outside of peak school hours, between the Scotch College carpark ingress and egress points, as shown in Figure 11 below. This restriction is recommended to alleviate this safety concern.
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Figure 11 - Australind Street - On-Street Parking
Additionally it is proposed that both access points be closed and a single access only is placed at the centre of the parking area. This could potentially increase the parking availability but would require further investigation to design the modifications. It is expected that this modification would deter pick-up and set-down at this location and encourage the use of the dedicated area in Claremont Crescent.
4.5 Stirling Road Parking
It is proposed that the Lake Claremont parking at the end of Stirling Road be upgraded to allow for additional parking as follows:
• 10 to 16 car parking bays, 2 motorcycle bays and 1 disabled bay.
The plan is proposed by the Town of Claremont and is currently in concept stage.
4.6 Off-Street Parking
Off-street parking is available adjacent to the Fern Street tennis courts, south of Fern Street. These tennis courts are owned by Scotch College and provide ample room for off-street parking. Parking for over 50 vehicles could be accommodated within the area surrounding the tennis courts. It is recommended that modifications are made to the location of the street trees to allow more vehicles to park between the trees.
Our Ref: 14-03-034, R15Q.14 24
4.7 Satellite Parking
There is alternate parking available surrounding Scotch College that may be utilised by staff or parents for pick-up and set-down, subject to sufficient incentives:
• Lake Claremont parking is located off Lapsley Road and adjacent to the Lake Claremont Golf Course. It is estimated that 120 vehicles could park at the Lake Claremont site which is a 500m walk from the College.
• Swanbourne Train Station has 31 parking spaces located adjacent to Swanbourne Train Station. Dawson's Garden World is located adjacent to the Swanbourne Train Station and also utilises the parking area. Swanbourne Train station parking is located 150m from Scotch College Senior School.
• Mitford Street parking is located at the east end of Mitford Street and provides approximately 20 parking bays and is located approximately 500m from the Junior School. This parking area services the adjacent Mitford Street oval.
4.8 Development Parking
Scotch College is to provide 364 parking bays within the College grounds as part of the development of the school. A breakdown of the parking locations is shown in Table 13 above. The following areas are proposed to change as part of the ultimate development:
• The Middle School parking area located off Saunders Street has been redeveloped from 11 formal bays to 11 informal bays and 1 disabled bay. • Mackellar Hall parking of 6 bays has been removed. • 22 parking bays have been constructed off Claremont Crescent. • 26 formal bays and 6 set-down bays to be ultimately constructed off Stirling Road as part of the new pick-up and set-down area. • Gooch parking area with 45 formal bays has been constructed with access to Fern Street. • 21 parking bays for Staff only have been constructed at the existing Facilities Building. • 31 parking bays for ELC to be constructed in the future. • 12 parking bays at Stirling Road to be constructed.
Town of Claremont Town Planning Scheme No 3 outlines the requirements of development for provision of carparking. Specifically, the scheme states that educational establishments must provide “One car bay for each full-time employee plus spaces for students, as determined by Council”. In addition to the parking required for the staff, is parking for parents. The Town of Claremont Town Planning Scheme requires the Town to determine what parking is required for parents. The Town has determined parking for parents to be supplied at a rate of 14 bays per 100 junior and middle school students and 7 bays per 100 senior school students. These parking rates are based on the Road Safety Around School Task Force (RSAS) Guidelines by the Road Safety Council. Parking at the College meets and exceeds the guidelines set by the RSAS.
PCE has calculated the parking requirements as set out by the Town of Claremont. Results of these calculations are shown within Table 16.
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Table 16 - Scotch College Parking Requirements PARKING NUMBER OF Middle School NUMBER OF Ultimate Development INDICATOR STUDENTS Development (2015) STUDENTS (2020) RATE BAYS RATE BAYS EARLY LEARNING 14 bays / 100 - - - 44 6 CENTRE students Day Boys - 14 bays / 100 14 bays / 100 JUNIOR SCHOOL 36 Day Boys - 337 47 256 students students Day Boys - 14 bays / 100 14 bays / 100 MIDDLE SCHOOL 75 Day Boys - 486 68 535 students students Day Boys - 7 bays / 100 Day Boys – 7 bays / 100 SENIOR SCHOOL 50 53 719 students 756 students 1/Full Time 1/Full Time STAFF N/A 183 N/A 190 Staff Staff 1,510 Day 1,623 Day TOTALS 344 364 Boy Students Boy Students
The parking supply for the College is provided as follows: • Formal Parking - 364 bays. • Informal Parking - 50+ bays (seasonal). • Off-street Parking (Fern Street Tennis Courts) - 50+ bays. • On-street parking, 88 bays or 50 % of 176 parking bays as per Table 15.
Total parking available to Scotch College is 502 bays. (Excluding seasonal parking)
The Western Australian Road Traffic Act 1974, Road Traffic Code 2000, Part 12, Division 8, Clause 175 allows motorists to park their vehicles on public roads. Particularly, any person is allowed to park on the street as long as they meet the requirements outline within the Road Traffic Code. Therefore, it is reasonable to expect parents and staff to park within the area outlined by the Town of Claremont. However, it is acknowledged that parking along these streets is also desired by local residents and it would be unreasonable if all parking was occupied by parents and staff of Scotch College. A reasonable compromise is to allow parents and staff to use 50% or 88 bays of 176 parking bays available as per Table 15.
4.9 Bus Parking
On 4 April 2014, the College submitted an application for a change of use to the slip road off Shenton road for the purpose as a bus pick-up and set-down area only.
In addition, when transporting students to sport on Thursday and Friday afternoons and after school for training, buses no longer pick-up students in Shenton Road near the junction of Australind street but instead use the slip road on Shenton Road, the newly completed car park in Claremont Crescent and the car park adjacent to the Science Design and Technology building also in Claremont Crescent.
These changes have significantly improved the safety, congestion and reduced the risk of an accident for traffic travelling west along Shenton.
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5.0 ROAD SAFETY
It has been confirmed that there are no recorded incidents of a student being hit by a vehicle within the school grounds. Currently students can move from the Swanbourne train station to the Junior School via a controlled street crossing and underpass.
The speed of vehicles passing along roads fronting the College are required to be maintained sufficiently low to minimise the potential for conflict between pedestrians, traffic entering/exiting the school and vehicles attempting to park and leave within the road space. A very low speed environment will also minimise harm should conflict occur in the form of collision between vehicle to vehicle and particularly vehicle to pedestrian.
There is a reduced speed zone with a 40km/h speed limit in place on road sections fronting and approaching the College. This School Zone operates only on school days during the peak school traffic period times of 7:30 – 9:00am and 2:30 – 4:00pm. School Zone signage and pavement markings must be installed in accordance with Main Roads Western Australia guidelines. A visual inspection indicates that these are all in place.
A review of the MRWA crash database has been undertaken for the following intersections surrounding the College:
• Australind Street and Claremont Crescent - there was one recorded minor vehicle damage collision in 2012. This incident involved a vehicle being rear-ended while turning right into Australind Street.
• Australind Street and Shenton Road - there were two recorded accidents causing major vehicle damage. One incident involved a right angle collision in 2013 and the second incident involved a collision with an object in 2012.
• Shenton Road and Stirling Road - there have been nine incidents recorded over the past 5 years. These include 4 with major vehicle damage, 3 with minor vehicle damage and 2 collisions requiring medical assistance.
• Stirling Road and Claremont Crescent - there have been 14 incidents recorded over the past 5 years. These include 7 with major vehicle damage, 4 with minor vehicle damage, 2 requiring medical assistance and 1 requiring a hospital visit. Of those 14 crashes, 5 consisted of a vehicle on Claremont Crescent heading south and turning right onto Stirling Road.
From this data we can determine that the incidence and severity of crashes recorded over the past 5 years surrounding the College is relatively low and within typically accepted limits. While no crashes are preferred, in practice it is an outcome subject to indeterminate random human behaviour which can mitigate the most stringent attempts to impose a safe environment. However, recommendations presented and discussed in this report, if implemented, are expected to provide improvement to safety within the road environment.
Our Ref: 14-03-034, R15Q.14 27
6.0 CONCLUSION AND RECOMMENDATIONS
The following conclusions and recommendations are made:
• Total parking available to the Scotch College is 502 bays and can cater for enrolment numbers of over 2,000 Day Boy Students.
• During the peak hour, significant College generated traffic of around 300 vehicles travels along the section of Shenton Road abutting the College. These 300 vehicles represent approximately 50% of the total traffic during the peak hour on Shenton Road.
• SIDRA modeling indicates the Shenton Road / Stirling Road intersection is currently operating at acceptable Levels of Service (LOS) and at Ultimate Development, this intersection is expected to operate at an acceptable LOS C with critical movement delays of 26 seconds and queue lengths of up to 91.0m.
• SIDRA modeling indicates the Claremont Crescent / Stirling Road intersection is operating at an intensive use with up to 300m length queues along Claremont Crescent eastbound in the AM peak hour. Generally that length of queuing is not considered satisfactory.
• Shenton Road is currently carrying a daily traffic volume slightly above the desirable maximum for a Local Distributor Road. However, no significant operational issues appeared during site inspections.
• It is considered a high risk movement to exit the Scotch College car park onto Australind Street due to the on-street parking severely restricting sightlines. Therefore it is recommended that on-street parking between the Scotch College carpark access points is banned. This ban can be limited to periods between school peak hours of 7:30 - 9:00am and 2:30 - 4:00pm. Scotch College intend to redevelop the Carpark to attend to these concerns.
• With the proposed change in use of the Shenton Road parking embayment to bus only, any College traffic that would have used the Middle School embayment for pick-up and set-down in the morning and afternoon is presumably now be split between the Gooch parking and the Stirling Road parking area. This change in bay use to bus only has removed congestion previously being experienced on Shenton Road arising from cars queuing to enter. Redistribution of these cars to alternate lower trafficked pick-up and set-down locations and also some potential for removal from the traffic stream by use of alternate transport methods has improved traffic flow and road capacity.
• College parking accessed off Stirling Road is being addressed as a land issue with the Town of Claremont but generally traffic circulates adequately. The College intends to work with the Town of Claremont to modify the layout and operation of parking in this area.
• There is an opportunity to operate a School Bus Service from south of the river for Fremantle and surrounding suburbs, as at present 10% of students attending Scotch College live in these suburbs. Depending on student take-up of such a service, this will improve the modal split and reduce the amount of required College parking and traffic generated. It is suggested that an approach be made to the WA Department of Transport to request a new school bus route to be added to meet this area of need.
Our Ref: 14-03-034, R15Q.14 28
• Bellevue Terrace could be extended through to the existing school parking located adjacent. This link could be constructed based on the following conditions:
o Bellevue Terrace is constructed to a minimum width of 5.5, preferred 6m. o Parking along Bellevue Terrace is banned between school times. o The parking area adjacent to Bellevue Terrace is isolated to ban any parents entering other parts of the school or creating a through road. o Parking area is modified to create a pick-up and set-down area. This could be achieved through minor modifications to the existing parking area. o Works being undertaken by the Town of Claremont.
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APPENDIX A - Recommended Parking Management Plan
A 10 bays B 31 bays C 33 bays D 28 bays E 21 bays F 14 bays K G 2 bays H 12 bays I 17 bays J 50 bays (on street parking) K 21 bays L 45 bays M 21 bays N 50 bays (seasonal playing fi eld) P 18 bays L Q 32 bays J R 9 bays S 31 bays T 2 bays U 17 bays
Total: 464 bays
N I Q
M P R S H
U G T
F B A
E
D C
car park masterplan taylor robinson 1:2000 @ A3 D 234 railway pde, EARLY LEARNING CENTRE west leederville 14041 Scotch College T 08 9388 6111 18.02.16 mp01 www.taylorrobinson.com.auta yl or ro bi ns on .c om .a F 08 9388 6177
APPENDIX B - MRWA Road Hierarchy
APPENDIX C - School Zones Plan
APPENDIX D - Footpath Location Plan & Perth Bicycle Network
CONSULTING CIVIL & TRAFFIC ENGINEERS, RISK MANAGERS.
Project: Scotch College – Middle School Redevelopment Bicycle Management Plan Client: Taylor Robinson Author: Heidi Lansdell Signature:
Date: 13/09/2012
1 ST. FLOOR, 908 ALBANY HIGHWAY, EAST VICTORIA PARK WA 6101. PHONE +61 8 9355 1300 FACSIMILE +61 8 9355 1922 EMAIL admin@ shawmac.com.au Document Status
Version Author Reviewed Date Document Signature Date No. by status
1 PN HL 13/09/2012 FINAL 13/09/2012
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G:\Jobs Active 2012\T&T - Transport & Parking Studies\1208010 - Taylor Robinson - Scotch Middle School\Report\Taylor Robinson_Scotch College_BMP_130912.docx Consulting Civil and Traffic Engineers, Risk Managers
Contents 1. Introduction ...... 1
2. Background...... 2
2.1. Connecting Claremont (2009) ...... 2
2.2. Claremont Bike Plan (2010) ...... 2
2.3. Western Australian Bicycle Network Plan 2012-2021 ...... 3 2.3.1. Perth Bicycle Network Grants Program ...... 3
3. Current Situation ...... 4
3.1. On-road Network ...... 4
3.2. Off-road Network ...... 5
3.3. End-of-trip facilities ...... 5
3.4. Current Modes of Transport ...... 6
4. Bicycle Management plan ...... 8
4.1. Safe Cycling Route and End-of-trip Facilities ...... 8
4.2. TravelSmart Schools ...... 10
4.3. Education & Promotion ...... 10
4.4. Events and Activities ...... 10
5. Conclusions ...... 11
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1. INTRODUCTION
Scotch College, located at 76 Shenton Road, Swanbourne, is an independent school for boys, catering for Years 1 to 12. The school campus consists of a Junior and Middle School located on the north side of Shenton Road and a Senior School located on the south side of Shenton Road. Development of a new Middle School has been planned and will involve reallocation of the existing student population of Year 8 students to the Junior and Middle School Campus on the north side of Shenton Road. Shawmac Consulting have been commissioned by the architect for the development, Taylor Robinson, on behalf of Scotch College, to prepare a Bicycle Management and Improvement Plan for the school to satisfy the DA conditions dated 4th July 2012. The Bicycle Management and Improvement Plan outlines a proposed delivery framework for infrastructure and travel behaviour measures need to be made to the existing cycle/pedestrian network. Tasks undertaken in the preparation of this plan include:
Review of the existing pedestrian and cycling facilities linking Claremont and Swanbourne stations to Scotch College with reference to the Town of Claremont ‘Connecting Claremont’ document; A detailed site survey to assess the condition of the existing cycling facilities and to identify gaps and deficiencies in the cycling network; and Summary of the results of the investigation and implementation of findings and recommendations into a Bicycle Management Plan.
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2. BACKGROUND
2.1. Connecting Claremont (2009)
Improvement of the Town of Claremont’s transport network towards 2014 is guided by the Town’s traffic and transport management strategy, Connecting Claremont (2009). The strategy refers to the Premier’s Physical Activity Taskforce, stating that in 2007 only 30% of students walked or cycled to school compared to 60% of students in 1986. The strategy advocates prioritising cycling and walking initiatives over other modes of transport, paying close attention to the particular landmarks and high activity centres and emphasising links between schools, shops, services, places of work, parks and recreational facilities. A key objective of the transport strategy is to increase the role of sustainable transport modes by implementing a range of initiatives to enable responsible transport choices. The strategy encourages the Town to commit to a leadership role in the education and promotion of more sustainable behaviour. It is proposed that “…the Town will actively work with its schools to encourage physical activity from an early age and help teach ‘roadcraft’ to children. The Walking School Bus and other active commuting programs can continue to be implemented with the aim of increasing active healthy and safe trips to school”.
2.2. Claremont Bike Plan (2010)
The Claremont Bike Plan prepared by Cardno Eppell Olsen (Cardno) aims to improve the efficiency and effectiveness of the existing bicycle network for the Town of Claremont. With a number of public and private schools residing within the Town boundaries, students represent a significant potential demand for casual cycling. An important part of encouraging school children to cycle to school is for children to take up cycling at an early age and also to promote the benefits of cycling and other active transport modes to young children. Bicycle education is important in improving bicycle ridership within the community. Bicycle education programs in schools will increase the safety of bicycle users and will generally improve the behaviour and habits of young cyclists. The plan also identifies promotional opportunities to increase the bicycle mode of transport among the Town’s resident population. Recommendations included circulation of cycling maps to schools and businesses, education programs for cycling safety in schools, and consideration for promotional events that can be used to support cycling through the Town.
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The organisation of promotional events like Cycle to School days are important in actively promoting the regular use of cycling as a mode of transport to and from schools and the organisation of such events should include parents and teachers and follow educational programs to ensure children understand safer cycling. The availability of end-of-trip facilities is an important factor in the decision to choose cycling as a mode of transport. Austroads’ Guide to Traffic Engineering Practice Part 14: Bicycles (1999) recommends provision for secure bicycle parking at schools at a rate of 1 for every 10 primary school student and 1 for every 20 secondary school students, with at least 10 spaces provided in an undercover lockable enclosure.
2.3. Western Australian Bicycle Network Plan 2012-2021
The Department of Transport released the draft Western Australian Bicycle Network Plan 2012-2021 earlier this year. One of the key recommendations in the report was Connecting Schools. “A significant opportunity exists to increase cycling to school at both primary and secondary levels. Achieving a greater ridership to schools would have many positive benefits including health improvements, reduced congestion at school drop-off/pick-up times and the take-up of cycling as a viable transport option for other short trips.” The Department of Transport will be undertaking a pilot program at selected schools to determine any shared path or on-road cycling improvements and end-of-trip requirements at trail schools, to assist in the development of a cycle route map for each of the schools. An evaluation of this program will be used to determine the benefits and information gathered would then be used to implement the program to more schools throughout the community.
2.3.1. Perth Bicycle Network Grants Program The Perth Bicycle Network (PBN) Grants Program is a State Government funding initiative to provided financial assistance to metropolitan local governments for planning and implementing cycling related projects. The program aims to fund projects that deliver the greatest benefit for the community; with the program prioritising projects that:
Improve the integration between cycling and public transport; Encourage students to cycle to school or tertiary education institutions; and Connect to strategic Activity Centres identified in State Government’s Directions 2031. Applications are submitted by the relevant local authority, in the case of Scotch College, the Town of Claremont.
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3. CURRENT SITUATION
The following extract from the Department of Transport Perth Bike Plans: Perth/Fremantle shows the existing cycling network in the vicinity of the school (Figure 2).
Figure 2: Perth Bike Network near Scotch College
3.1. On-road Network
There are currently no on-road cycling facilities within the school grounds or in close proximity to the school. Some small access roads which experience minimal vehicular traffic can accommodate bicycle users; however no roads have dedicated cycle lanes included in the road width with users over the age of 12 being accommodated on-road and those under 12 legally allowed to ride on the existing footpath network.
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3.2. Off-road Network
Children up to 12 years of age are permitted to ride on footpaths. In the vicinity of the school, the major element of the off-road path network is the Principal Shared Path running between the Loch Street station and Cottesloe adjacent to the Fremantle Train Line. A photo of the path is shown in Figure 3. A 3 metre wide share path has also been constructed to begin in the north-east corner of the school property on Stirling Road running along the eastern border of Lake Claremont to eventually connect to Alfred Road north of the school.
Figure 3: Principal Shared Path
3.3. End-of-trip facilities
Bicycle parking facilities are located at several points on campus. The Senior School is serviced by 20-30 bicycle racks located in the south west corner of the school property near the intersection of Claremont Crescent and Australind Street. Bicycle racks are provided on the Junior and Middle School Campus at several locations, each providing parking for approximately 7 bicycles. Examples of typical bicycle racks are shown in Figure 4.
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Figure 4: Middle School Bicycle Racks
3.4. Current Modes of Transport
A Student Transport Survey was undertaken in August 2012 by Scotch College, to determine the usual modes of transportation to and from school used by the students. Additional information included their residential suburbs and year groups. The results indicated that 24 students cycle to and from school, which represents less than 2% of the total school population. There was one student in each of Years 5, 6, 9 and 10; three students in Years 11 and 12; four students in Year 8; and 10 Students in Year 7. The majority of the students cycling to and from school live within the 6010 postal area, in the suburbs of Claremont, Mount Claremont and Swanbourne, with six, nine and six students in each suburb, respectively, and one student in each of Cottesloe, Shenton Park and Nedlands. Figure 5 below depicts the suburb boundaries and cyclist numbers in relation to the school location.
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SCOTCH COLLEGE
Figure 5: Student Cyclist Trips and Suburb Breakdown
Within the same area, with the addition of Mosman Park, Peppermint Grove and Dalkeith, approximately 30% and 25% of the school population reside and are driven to and from school respectively. This area is within an approximate 5km radius from the school site, and within approximately 7km by road. Figure 6 below depicts the breakdown of student car trips to school in the morning and from school in the afternoon from the aforementioned suburbs.
SCOTCH COLLEGE
Figure 6: Student Car Trips and Suburb Breakdown
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There are currently 290 students travelling to school by bus or train in the morning and 364 students travelling home in the afternoon, representing a approximately 20% and 27% of the school population in each of these periods, respectively. The majority of students travelling by public transport are in Middle and Senior School. Furthermore, approximately 50% of all public transport trips taken in the morning and afternoon are within trips less than 5km. While public transport trips do not add to the heavy congestion around the school in the morning and afternoon, more students within this catchment should be encouraged to cycle or walk to school for health benefits.
4. BICYCLE MANAGEMENT PLAN
4.1. Safe Cycling Route and End-of-trip Facilities
Students cycling to and from school should make use of the extensive off-road shared paths maintained by both the State and Local Governments. An extract of the Perth Bicycle Network is shown in Figure 2 while Figure 7 below shows a proposed safe route for cyclists to connect with the Perth Bike Network near Scotch College, and also shows the location of the existing and proposed on-site end-of-trip facilities available for use by Scotch staff and students.
SCOTCH COLLEGE
Figure 7: Proposed Safe Cycling Route and End-of-trip facilities at Scotch College
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At present, the existing cycling facilities are adequate for the current cycling demand of the student population. Children under the age of 12 are permitted to cycle on footpaths and it is recommended that children under the age of nine are supervised when cycling as their peripheral vision is not fully developed. The Town of Claremont has an extensive pedestrian network with safe crossing locations at roundabouts. Children should be educated on safety and etiquette when cycling on footpaths, including keeping left; cycling in a single file; alerting pedestrians when they are approaching from behind; and stopping at intersections and checking for traffic before taking off.
Older students should ride on shared paths or on-road cycling lanes where possible, and cycle on quieter local roads where possible, if bicycle infrastructure is unavailable. When cycling on roads, and adhere to all vehicular road rules, as well as the following bicycle specific rules:
Must have at least 1 hand on the handlebars while in motion Must wear an approved helmet while in motion (unless exempted) Must not ride within 2 metres of the rear of a motor vehicle, over a distance of more than 200 metres Must not hold onto another moving vehicle or be towed by it Must not ride a bicycle on a freeway or other road that has designated restrictions that prohibit riding Must not be more than 2 bicycles abreast on a road. When riding abreast, the 2 bicycles must be no more than 1.5 metres apart Must use the correct hand signals to turn left or right, and to stop Can use the left lane of a roundabout when turning right, provided he or she gives way to all exiting traffic Must not ride in a pedestrian mall Cannot overtake on the left side of a motor vehicle if that motor vehicle is moving and indicating to turn left. In addition, all students cycling to and from school should have a well-maintained bicycle and approved helmet, and it is recommended that they carry a bicycle pump and puncture kit, and remain well-hydrated. The following recommendations should be considered for Bicycle Management and Improvement for the school.
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4.2. TravelSmart Schools
A key strategy for increasing interest and awareness in sustainable transport options for schools is the TravelSmart to Schools Program, run by the Department of Transport. It is recommended that Scotch College join the TravelSmart to School online community and develop a TravelSmart action plan. An action plan usually involves collecting data on current school issues and travel behaviour, running events and campaigns, participating in competitions and sharing the successes and activities through blogs and local media.
4.3. Education & Promotion
Bike and road safety education programs should be implemented into the school to promote safe cycling behaviour and habits in both younger and older students. There are many resources available from the Department of Transport (DoT) website available for teachers and parents to assist in educating students about bike and road safety as well as the benefits of active transport methods. The TravelSmart to School program works with primary schools to promote walking, cycling, public transport and carpooling and also produces a newsletter offering information and tips promoting healthy ways of getting to school. Other resources and programs are available through Cycling WA, Kidsafe WA and The Department of Education – SDERA (School Drug Education and Road Aware) as well as liaising directly with the Local Government’s TravelSmart officer. Distribution of the local bike plan maps will also help students identify appropriate bicycle routes to and from school. Cycling maps and guides are available from the DoT website. Links to these relevant website links should be promoted via a direct hyperlink from the school’s website.
4.4. Events and Activities
Regular cycling promotion events such as Cycle to School Day and BikeWeek should be organised to promote cycling as a sustainable means of transport and physical activity and to raise awareness of safety issues for young cyclists. The latest Cycle to School Day was held on March 21, 2012 with about 18,000 students participating across Western Australia. Event kits, surveys and promotional material are available from the DoT website to assist in organising Cycle to School Days.
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Other cycling promotion events include tracks2school, which encourages children ages 10- 12 years old and their families to walk or cycle to school more often and National Ride2School Day.
5. CONCLUSIONS
Shawmac Consulting have been commissioned by the architect for the development, Taylor Robinson, on behalf of Scotch College, to prepare a Bicycle Management and Improvement Plan for the school to satisfy the DA conditions dated 4th July 2012. At present, the existing cycling facilities are adequate for the current cycling demand of the student population. Many students living within walkable or cycling distance are opting to travel to school by private vehicles, resulting in major congestion around the school, and increasing pollution. Scotch College should promote active transport measures and encourage parents of younger students to walk or cycle all or part of the way to and from school. While many parents and students have busy schedules, a few small changes and allowing extra time in the mornings and afternoons could result in many benefits for the individual and the community.
Recommendations have been made to encourage more regular use of cycling as a mode of transport to and from school. It has been suggested that the school implement cycling safety awareness programs as well as cycling educational programs for students to be more aware of the benefits of active transport modes and physical activity.
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Location Map Legend SUBIACO DAGLISH PERTH Preferred Route P SHENTON (Shared by Pedestrians Bike Parking PARK KARRAKATTA & Cyclists) L S Bike Locker, Shelter Indian CLAREMONT SOUTH North PERTH Ocean NEDLANDS Cottesloe On Road Route r ve Surf Life Beach Fishing Ri 12km PEPPERMINT Cottesloe Saving Club Other Shared Path GROVE Surfing n Beach Swa G Good Road Riding MOSMAN r E Published byPublished the by the Department Department of Transport. of Transport. PARK a For other Bikewest publications and further Environment Point of Interest r n information visit www.transport.wa.gov. Surf Life 13km i For other Bikewestau/cycling publications and further NORTH de c t FREMANTLE Saving Club P information visitContact www.transport.wa.gov.au/ Sealed Shoulder or Restaurant / Cafe EAST Department of Transport F GPO Box C102, Perth WA 6839 Bicycle Lane FREMANTLE o Cottesloe Telephone: (08) 6551 6157 cyclingmapsFacsimile: (08) 6551 6949 r Mews Email: [email protected] Pleasant Rest Area FREMANTLE r Cottesloe S Website: www.transport.wa.gov.au/cycling Railway, Train Station Seaview e Town Office t DoT XX-08-13 s Contact Public Toilets Golf Club t 14km S Traffic Light t Department of Transport Shopping Area e rin S 11km GPO Box C102, Perth WA 6839 Take Extra Care Ma t Ave Cables Artificial Curtin Telephone: (08) 6551 6157 COTTESLOE Cottesloe Grant S Bike Shop Surf Reef L P S Facsimile: (08) 6551 6949 August 2013; 9013803; [email protected] Seaview Street 15km Golf Club P Email: [email protected] e North Cottesloe Indian Ocean L v Mosman Park A Primary School Website: www.transport.wa.gov.au/cycling Fremantle Mosman Curtin BW 75-08-13 Cottesloe F Heliport Beach o Beehive r L P S St Cottesloe r Leighton Montessori irling e Hwy Primary s Port Beach 16km School Victoria Centenary t Rottnest Surf Life Park School Ferry Beach Vlamingh Saving Club Gibbon Street t Presbyterian Methodist Surf Life Parklands y Park w S Ladies College Ladies College Claremont Terminal Hw Mosman ie S Saving Club V Pool North Quay Rd Buckland Iona Pres Park t PSP ach Hill Primary School PEPPERMINT Be 17km g Christ Church Claremont Port NORTH irlin St Hildas GROVE Grammar School Oval St Mosman Park Anglican Claremont WA Primary School FREMANTLE North Fremantle School for Claremont L S P Maritime L P S St Girls Museum 18km Manners MOSMAN Hill Park E Shed Rottnest Railway Yacht Claremont Claremont Ferry Hotel Club Primary School S Markets McGabe n Jabe Dodd Park t Bathers Terminal Fremantle Rocky sto Keanes ir Frermantle Memorial er Park Point li Beach Fremantle Passenger Swan Park Bay m n l e Res g L P S 20km Terminal Harbour a Hotel P c Yacht
North Fremantle T University Club Scale Fremantle St Primary School 0 500m CLAREMONT of Notre Bridge w Mosman Bay Wool Store Beach 19km e P Dame S ia y i t r Gilbert Yacht skate r oVlamingh V i Je t w Fraser Club n H ic park n V H Park John St c w Markets Queen Claremont es k y Esplanade Parklands Tonkin Museum in s Old Signal Park s Fishing Res DoT n r Queens Fremantle Station sto ive Boat Square Park Ow R Harbour e John Curtin Rd c Fremantle side Av e T College Left ver Oval FREMANTLE of the Arts Ri Tc Bank R e g Bar d e Fremantle n Chidley n n li EAST a ri h Hospital Vlamingh Point a t ir Res w St M u East Fremantle t FREMANTLE Parklands S o Primary School S t S cen Vin
Dalkeith
Point Perth to Fremantle David Walter Jut DoT 1478-06-01 Res Cruickshank la Res n Bike Route d Riding from Perth CBD to Fremantle on the Principal Shared Path Stopping P
d Point Walter e DALKEITH City to the sea Golf Course Perth to Fremantle Melvista Park Bike Route Riding from Perth CBD to Fremantle, utilising the Principal Shared Path BICTON Beaton Park
Right turn Right Yacht Club Nedlands Marina Left turn Plan your journey and know your route. your and know journey your Plan wearAlways a helmet. yourselfMake visible other to road users. Lock up where bike your feel you it is safe. a bottle with you. water of Take pedestrians. to way give Always users. path around other Ride slowly in single file. Travel leftKeep unless overtaking. Ring bell your alert to path users approach. your of space when passing. adequate Provide on the train bike during your take may except these You times on weekdays: Cyclist use are to the lift, where provided, and their walk stations. train throughout bike - Towards Perth City Station- Towards between 7.00am-9.00am. from Perth- Away City Station between 4.30pm-6.30pm. Published by the Department of Transport. The information contained in this publication is provided in good faith and is believed be to accurate at the time of publication. The State shall in no way be liable for any loss sustained or incurred by anyone relying on the information. HAND SIGNALS: car In addition at homeimproving bike. to and by travel health and fitness, cycling can also help reduce traffic on our roads and is a fun and get inexpensive to way around. destination. your get to will also It help gauge you how a particularlong travel it to will take distance, with most people in 30-40 10km able cover to minutes. TRAVELLING BY BIKE: BY TRAVELLING their Thousands people regularly Perth of in leave now This map shows various routes can you ride along to TRAVEL TIPS: • • • • • SAFETY TIPS: SHARED PATH • • • • • • BIKES AND PUBLIC TRANSPORT: • • Please the refer Transperth to website for more details www.transperth.wa.gov.au Railway Pde Home Subiaco 3km PSP Square 2kmR JOLIMONT Base L P ail Subiaco West Leederville wa City P Subiaco Mueller Perth Totterdell y West Legend Market Oval Park Modern School Park St NORTHBRIDGE Square P City 1km Russell Preferred Route 4km Roberts Rd West Square (Shared by Pedestrians t Subiaco & Cyclists) Hay S Jolimont Princess Margaret Harbour Park Subiaco Pavillion Hospital for Children Town Perth Village SUBIACO Ha Arena On Road Route y Art Underwood Ave S Jolimont DAGLISH e PS Gallery e Tc King Edward t WEST Wellington St P l Primary Memorial S St of WA Other Shared Path b School Bus Station y d Hospital P R Subiaco PERTH Parliament Perth 5km for Women Good Road Riding L P Primary House McIver Environment s School Department P bb Daglish PERTH of Transport u Royal Perth Sealed Shoulder or Curtin University St y s William St Mur Bicycle Lane Shenton Park Charles a a Perth ra Hospital Stokes lw m Convention y Campus ai o Railway, Train Station Park R h & Exhibition St S T Centre
Royal Perth t Nicholson Rd Pines BBQ Area Esplanade Traffic Light (Rehab) Hospital Council Perth H Busport House PSP Shenton Concert r P Take Extra Care 6km Park D Esplanade Hall B SHENTON MT CLAREMONT Selby Older Adult Shenton r Swan Bells P Bike Shop o Psychiatric Service College Shenton Park PARK Kings Park c L S P H P KINGS PARK Information k
Bike Hire, Bike Parking w Centre Barrack St
Shenton Jetty a Shenton Bushland L S e Shenton Park Village r
y D Bike Locker, Shelter c Shopping T Community Rosalie y Ernst Wittwer College Centre Primary a Playground Bike Repair Station Family Pathways & Child M School The Narrows
R and Adolescent Centre
Point of Interest d Aberdare Rd Irwin 7km n R i Mill Pt ive Restaurant / Cafe Barracks s Synergy Old r b k b Parkland e Brewery Quintilian tu d Queen Elizabeth II M SWANBOURNEPleasant Rest Area School S v R Medical Centre o i l Moerlina Terrace (Sir Charles Gairdner L l Public Toilets School Gardens Karrakatta Highview Hospital) L P Park H Shopping Area Alfred Rd Lake y Hollywood P a Mends St Scale August 2013; 9013804; [email protected] Claremont 8km lw Private Hospital oi 0 500m ai L P Jetty Golf Course KARRAKATTA n (public) R t W Loch Street Quarry Pt
e CLAREMONT L Rd Coode St
s John Mulder Jetty
t Lake Karrakatta Cemetery Park K L P Claremont Sir James w Windsor Mitchell PSP i Park
Showground n Park C (RAS) a La n
o Carrington Showgrounds a b a Claremont 9km Park n o Perth s a u Zoo t Claremont Oval y w B University ch d St Thomas H w r Pool R F of WA Matilda Bay n u S e Scotch Coll o Primary School a SOUTH
i Playing Fields t c r n r Rowe Park e e e PERTH Sh w H Scotch Edward St 10km Claremont a
y w College L S P irling Royal Perth y St Jenkins A ve Golf Club Swanbourne Claremont Claremont Town L S P Yacht Council Office t CRAWLEY Claremont S NEDLANDS Club 11km Park R Jasper Christ Church Location Map d Green Grammar School Claremont Princess Rd Matilda Res Primary School Bay Res Pelican Pt Grant Street Methodist S SUBIACO S P Ladies College College Park t DAGLISH South Tce SHENTON PERTH F North Cottesloe PARK w Primary School y Yacht KARRAKATTA H Nedlands Indian CLAREMONT SOUTH Club Melvista Park PERTH Marina Ocean NEDLANDS Eric St Museum r
t Charles ive n Court R PEPPERMINT Res GROVE ce n Swa in MOSMAN V Time Required to Travel Distance PARK Skate Park Freshwater Bay Dalkeith NORTH Distance 15km/h 30km/h FREMANTLE EAST Thelma St (km) (Easy Cycle) (Fast Cycle) FREMANTLE
V 1 4 mins 2 mins FREMANTLE ic t DALKEITH 2 8 mins 4 mins o COMO Cottesloe r 5 20 mins 10 mins ia Beaton 10 40 mins 20 mins PEPPERMINT Park Yacht 15 60 mins 30 mins A David Club GROVE v Cruickshank Keanes Yacht Point 20 80 mins 40 mins e Res Point Club Resolution Pde Res Res d Jutlan Pt Resolution
APPENDIX E – School Bus Network
APPENDIX F – Student Suburbs
APPENDIX G – ELC Parking Area Concept
Car Park + Traffi c Flow Plan taylor robinson 1:500 @ A2 234 railway pde, r5 Scotch Early Learning Centre west leederville 14041 T 08 9388 6111 17.02 2016 SK02 addition + alteration to Hendry House www.taylorrobinson.com.au drawn by TR